Rep. Darrell Issa is using his growing influence and visibility in Congress to lead the charge against carmakers and federal regulators over mounting auto safety problems.

The Vista Republican, the ranking member on the House Committee on Oversight and Government Reform, will co-chair a hearing Feb. 24 on the recent spate of recalls and the National Highway Traffic Safety Administration’s oversight of the auto industry.

Although Toyota Motor Corp., which has recalled 8.5 million vehicles worldwide since November, is the focus of the hearing, Issa said in a recent interview that he wants to broaden the focus because there have been recalls involving just about every automaker.

“If we just make this about Toyota, we’re missing the point,” he said. “It’s about whether the government can oversee any auto company and the answer is no, that over the last decade, they haven’t been very competent.”

Issa brings a unique perspective to the issue, especially now that there is widespread suspicion that Toyota’s problems involve not just the vehicles’ mechanical operations, but also their complex electronics systems.

Issa, 46, earned a fortune as the founder and president of Directed Electronics, which manufactures car security systems and other electronic equipment.

“It’s something where he can claim some kind of technical expertise having been in the car electronics business,” said Gary Jacobson, a University of California San Diego political science professor who analyzes Congress. “It’s a natural for him that he can claim to speak from a knowledge base that’s stronger than most people’s.”

Issa’s aggressiveness on the House committee stems from a rare example of bipartisanship in his cordial working relationship with the panel’s chairman, Rep. Edolphus Towns, D-N.Y.

“It’s something he can do as a member of the minority party,” Jacobson said. “Democrats aren’t going to attack him for attacking carmakers for putting people at risk.”

The scope of the hearing has steadily widened since it was announced.

Initially, Issa asked Towns to request testimony and documents from Obama administration officials with the Department of Transportation and the National Highway Traffic Safety Administration. But because the recalls involve Toyotas manufactured as far back as 2003, the hearing will include officials from the Bush administration.

Then last week, Issa asked to include Toyota CEO and President Akio Toyoda and sent a letter to Toyoda suggesting that he move up a planned March trip to the United States from Japan to accommodate the House committee. In addition, a Senate panel plans to hold a hearing March 2.

“Surely, if Congress can be here, so can you and I have no doubt that you are eager to take advantage of the earliest opportunity possible to meet with lawmakers and have an open, candid and transparent dialogue with us, as well as the American people,” Issa wrote to Toyoda.

Safety experts say they welcome the hearing.

“We need to find out what went wrong with the regulatory system and how do we fix that,” said Clarence Ditlow, executive director of the Washington-based Center for Auto Safety. “And we need to find out what’s wrong with the Toyotas and how do we fix that so consumers don’t ride at risk of losing their lives.”

Last fall, Toyota launched the first of its recalls, largely spurred by the crash in August of a Lexus ES 350 in Santee. California Highway Patrol Officer Mark Saylor and his Chula Vista family died in the accident, which investigators believe was caused when the gas pedal got stuck because of a floor mat.

“It’s really been the interaction of Toyota and the government that led to the situation today where we really don’t know what’s causing these crashes,” Ditlow said. “Some are caused by floor mats and sticking gas pedals, but some aren’t. If it really is in the electronic controls, why doesn’t Toyota open its research books and engineering records and show us?”

Issa said he knows from experience that problems with electronics systems can be very hard to diagnose.

“These car manufacturers do a lot of wear-and-tear analysis of 100,000 miles,” he said. “But you can’t see, feel or touch software. And a failure in a software mode — it’s much harder to track what it did when.”

Issa said he believes the hearing will cast a spotlight on what he regards as a systemic failure.

“We’re not going to put Toyota or any car company on trial,” he said. “It’s a question of when there’s a problem, where is the capability for solving it? There isn’t what there should be on the government side and there isn’t on the corporate side.”

Issa contended the National Highway Traffic Safety Administration has inadequate resources for the scope of its responsibility.

“Here’s this $3 trillion government,” he said, “and here’s this $18 million agency overseeing these huge corporations manufacturing all over the world.”

“I don’t like to tell constituents that we should spend more money on something,” Issa added. “But the question is, are they properly staffed and equipped and are their computers such that they can tell the auto companies when there are problems?”

Issa also acknowledged that Congress’ record of overseeing the overseers has been “abysmal.”